• Bulletin of the Korean Chemical Society
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• v.16 no.5
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• pp.436-438
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• 1995

Based on the collisional time-correlation function approach a general analytical expression has been derived for the double differential cross-section with respect to the scattering angle and the final rotational energy, which can be applied to molecules with non-zero electronic orbital angular momentum after collision with fast hydrogen atoms. By integrating this expression another very simple expression, which gives the final rotational distribution as a function of the rotational quantum number, has also been derived. When this expression is applied to NO(2Π1/2, v'=1) and NO(2Π3/2, v'=1, 2, 3), it can reproduce the experimental rotational distribution after collision with fast H atom very well. The average rotational quantum number and average rotational energy using this expression are also in good agreement with those deduced from the experimental distributions.

• Bulletin of the Korean Chemical Society
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• v.19 no.6
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• pp.634-641
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• 1998

Quasiclassical trajectory calculations were carried out for the reactions of $H+H_2$ (V=O, J=O) and its isotope variants on the Siegbahn-Liu-Truhlar-Horowitz potential energy surface for the relative energies E between 6 and 150 kcal/mol. The goal of the work was to understand the inter- and intramolecular isotope effects. We examine the relative motion of reactants during the collision using the method of analysis that monitors the intermolecular properties (internuclear distances, geometry of reactants, and final product). As in other works, we find that the heavier the incoming atom is, the greater the reaction cross section is at the same collision energy. Using the method of analysis we prove that the intermolecular isotope effect is contributed mainly by differences in reorientation due to the different reduced masses. We show that above E=30 kcal/mol recrossing also contributes to the intermolecular isotope effect. For the intramolecular isotope effect in the reactions of H+HD and T+HD, we reach the same conclusions as in the systems of $O(^3P)+HD$, F+HD, and Cl+HD. That is, the intramolecular isotope effect below E=150 kcal/mol is contributed by reorientation, recrossing, and knockout type reactions.

• Electrical & Electronic Materials
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• v.10 no.4
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• pp.342-348
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• 1997

In this paper, the behavior of electron swarm parameters and energy distribution function of the discharge under high E/N condition in e$^{-10}$ -CF$_{4}$ gas have been analysed over the E/N range from 1-300(Td) by the MCS and BEq methods using set of electron collision cross section determined by the authors. The swarm parameters and energy distribution function have been calculated for the pulsed Townsend, steady-state Townsend and Time of Flight methods. The results gained that the value of electron swarm parameters such as the electron drift velocity, the electron ionization and attachment coefficients and longitudinal diffusion coefficients in agreement with the experimental and theoretical data for a range of E/N. The electron energy distribution function has been explained and analysed in e$^{-10}$ -CF$_{4}$ at E/N : 5, 10, 100, 200, 300(Td) for a case of the equilibrium region in the mean electron energy and respective set of electron collision cross sections. The validity of the results has been confirmed by TOF and SST methods.

• Steel and Composite Structures
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• v.28 no.2
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• pp.179-194
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• 2018

Reliable and accurate method of computationally aided design processes of advanced thin walled structures in automotive industries are much essential for the efficient usage of smart materials, that possess higher energy absorption in dynamic compression loading. In this paper, most versatile components i.e., thin walled crash tubes with different geometrical profiles are introduced in view of mitigating the impact of varying cross section in crash behavior and energy absorption characteristics. Apart from the geometrical parameters such as length, diameter and thickness, the non-dimensionalized parameters of average forces which control the plastic bending moment for varying thickness has explored in view of quantifying its impact on the crashworthiness of the structure. The explicit finite element code ABAQUS is utilized to conduct the numerical studies to examine the effect of parametric modifications in crash behavior and energy absorption. Also the simulation results are experimentally validated. It is evident that the circular cross-sectional tubes are preferable as high collision impact shock absorbers due to their ability in withstanding axial and oblique impact loads effectively. Furthermore, the specific energy absorption (SEA), crash force efficiency (CFE), plastic bending moment, peak force responses and its impact for optimally tailoring a design to cater the crashworthiness requirements are investigated. The primary outcome of the study is to provide sufficient information on circular tubes for the use of energy absorbers where impact oblique loading is expected.

• Proceedings of the KIEE Conference
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• 1994.11a
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• pp.281-283
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• 1994

The impedance characteristics of planar ICP have been measured and compared with the theoretical results obtained by the field equation. The resistance of the total impedance had a maximum point and the inductance decreased monotonically as the electron density increased from $2.5{\times}10^{10}cm^{-3}$ to $7{\times}10^{11}cm^{-3}$ and the Pressure from 1mT to 50mT. The impedance characteristics were also dependent on the profile of the electron density. The effective collision frequency, ${\nu}_{eff}$ was $9.0{\times}10^6Hz$ at 5mT and $.5{\times}10^7Hz$ at 100mT. The effective collision frequency at 5mT was not so different from that at 100mT and it is doe to the reduction of the discharge channel cross-section at high pressure. The estimated effective collision frequency from the simulation data was of the same order as the measured one.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2001.11b
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• pp.141-144
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• 2001

An accurate cross sections set are necessary for the quantitatively understanding and modeling of plasma phenomena. By using the electron swarm method. we determine an accurate electron cross sections set for objective atoms or molecule at low electron energy range. In previous paper, we calculated the electron transport coefficients in pure $CF_4$ molecular gas by using two-term approximation of the Boltzmann equation. And by using this simulation method. we confirmed erroneous calculated results of transport coefficients for $CF_{4}$ molecule treated in this paper having 'C2v symmetry' as $C_{3}H_{8}$ and $C_{3}F_{8}$ which have large vibrational excitation cross sections which may exceed elastic momentum transfer cross section. Therefore, in this paper, we calculated the electron transport coefficients(W and $ND_L$) in pure $CF_4$ gas by using multi-term approximation of the Boltzmann equation by Robson and Ness which was developed at lames-Cook university, and discussed an application and/or validity of the calculation method by comparing the calculated results by two-term and multi-term approximation code.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2001.11a
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• pp.141-144
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• 2001

An accurate cross sections set are necessary for the quantitatively understanding and modeling of plasma phenomena. By using the electron swarm method, we determine an accurate electron cross sections set for objective atoms or molecule at low electron energy range. In previous paper, we calculated the electron transport coefficients in pure CF$_4$ molecular gas by using two-term approximation of the Boltzmann equation. And by using this simulation method, we confirmed erroneous calculated results of transport coefficients for CF$_4$ molecule treated in this paper having 'C2v symmetry'as C$_3$H$_{8}$ and C$_3$F$_{8}$ which have large vibrational excitation cross sections which may exceed elastic momentum transfer cross section. Therefore, in this paper, we calculated the electron transport coefficients(W and ND$_{L}$) in pure CF$_4$ gas by using multi-term approximation of the Boltzmann equation by Robson and Ness which was developed at James-Cook university, and discussed an application and/or validity of the calculation method by comparing the calculated results by two-term and multi-term approximation code.e.

• Journal of the Korean Chemical Society
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• v.47 no.3
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• pp.191-198
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• 2003

The pairwise energy model (PEM) assumes that the cross section for the reaction cross section for the reaction A+BC$\{leftrightarrow}$B+C, where B and C are isotopes of hydrogen, depends on only the pairwise relative energy Es between A and B. Until now, the PEM has been used to interpret theoretically the isotope effect for the reactions such as $O(^3P)+HD,\;Ar^++(H_2,\;D_2,and\;HD)$. In this paper we carry out extensive quasiclassical trajectory calculations for the three possible reactions $Cl+H_2$ and HD and show that the PEM works very well at high energy. In particular we are able to accurately predict the intramolecular isotope effect at high energy for the reaction of Cl+HD using only the cross section data for $Cl+H_2$. To understand that the PEM works so well at high energy, the internal energy distributions for the products are examined. The distributions for three reactions are different at a fixed relative collision energy E but are approximately same at a fixed pairwise energy Es. This suggests that the PEM works very well at high energy. We believe the conclusions reached here will apply to other A+BC systems.

• Journal of Ocean Engineering and Technology
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• v.22 no.2
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• pp.85-90
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• 2008

Ships in bad weather conditions are likely to be subjected to accidental loads, such as high bending moment, collision, and grounding. Once she has damage to her hull, her ultimate strength will be reduced. This paper discusses an investigation of the effect of collision damage on the ultimate strength of a ship structure by performing a series of collapse tests. For the experiment, five box-girder models with stiffeners were prepared with a cross section of $720mm\;{\times}\;720mm$ and a length of 900mm. Of the five, one had no damage and four had an ellipse shaped damage area that represented the shape of the bulbous bow of a colliding ship. The amount of damage size was different between models. Among the damaged models, the damage in three of them was made by cutting the plate and stiffener, and in one by pressing to represent collision damage. Experiments were carried out under a pure bending load and the applied load and displacements were recorded. The ultimate strength was reduced as the damage size increased, as expected. The one with the largest amount of damage had damage to 30% of the depth, and its ultimate strength was reduced by 19% compared to the undamaged one. The pressed one has higher ultimate strength than those that were cut. This might be due to the fact that the plate around the pressed damage area contributes to the ultimate strength, whereas the cut one has no plate to contribute.

• International Journal of Concrete Structures and Materials
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• v.8 no.1
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• pp.43-59
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• 2014

Many bridges are subject to lateral damage for their girders due to impact by over-height vehicles collision. In this study, the optimum configurations of carbon fiber reinforced polymers (CFRP) laminates were investigated to repair the laterally damaged prestressed concrete (PS) bridge girders. Experimental and analytical investigations were conducted to study the flexural behavior of 13 half-scale AASHTO type II PS girders under both static and fatigue loading. Lateral impact damage due to vehicle collision was simulated by sawing through the concrete of the bottom flange and slicing through one of the prestressing strands. The damaged concrete was repaired and CFRP systems (longitudinal soffit laminates and evenly spaced transverse U-wraps) were applied to restore the original flexural capacity and mitigate debonding of soffit CFRP longitudinal laminates. In addition to the static load tests for ten girders, three more girders were tested under fatigue loading cycles to investigate the behavior under simulated traffic conditions. Measurements of the applied load, the deflection at five different locations, strains along the cross-section height at mid-span, and multiple strains longitudinally along the bottom soffit were recorded. The study investigated and recommended the proper CFRP repair design in terms of the CFRP longitudinal layers and U-wrapping spacing to obtain flexural capacity improvement and desired failure modes for the repaired girders. Test results showed that with proper detailing, CFRP systems can be designed to restore the lost flexural capacity, sustain the fatigue load cycles, and maintain the desired failure mode.